Internal-combustion engine



Jan- 2, 1945. E. E. CHRISTOPHER 2,366,595

INTERNAL-COMBUSTION ENGINE Filed July 25, 1942 3 sheets-sheet 1 Jan- 2,1945- E'. E. CHRISTOPHER INTERNAL-COMBUSTION ENGINE 1942 5 Sheets-Sheet2 Filed July 25 M 4 W j ATTORNEYS.

Jan. 2, 1945. E. E. CHRISTOPHER INTERNAL-COMBUSTIQN ENGINE 5Sheets-Sheet 3 Filed July 25, 1942 I N VEN TOR.

Patented Jan. 2, 1945 UNITED STATE s PATENToi-Fics The invention relatesto internal combustionv engines and more particularly to' the construc-1 tion Aand arrangement of parts in a so-called barrel type engine.

The barrel type engine to which the present invention relates usuallyconsists of a cylindrical bank of engine cylinders and reciprocatingpistons therein in combination with a rotary cam ring mounted in endwiserelation to the engine cylinders and having suitably inclined facesthereon operated upon by the reciprocating pistons so as to translatethe reciprocating movement of the pistons into a rotary movement of thecam ring. While this type of engine has certain inherent advantages inreducing the number of operating parts, greater horse power to weightratio, compactness in size, etc., there have been several defects inengines of this type heretofore proposed, notably the introduction ofbends and torsional strains in the drive connection between the pistonsand camA ring, and inadequate lubrication of the vital parts of thedrive mechanism. As an object of the present invention and as animportant feature thereof, these two important defects in previousengines have been entirely eliminated, and a construction providedwherein the operating mechanism between the pistons and the cam ring aresubjected exclusively to a longitudinal thrust force and all of thevital drive parts are completely encased in anoil chamber.

Another object of the present invention is to provide an engine of thecharacter above which may be quicklyand readily taken apart or assembledand in which the repair and overhauling cost is greatly reduced fromengines heretofore available.

A further object of the invention is to provide in a barrel type engineof the character described a novel and improved arrangement of thecylindrical bank of engine cylinders and the drive shaft and an improveddrive connection between the drive shaft and the rotary cam ring.

Yet another object of the invention is to provide in an internalcombustion engine of lthe character described a novel and improvedmechanism for super-charging the cylinder combustion chambers.

Still another object Vof the invention is to provide a barrel typeinternal combustion engine wherein the normally reduced number and massof parts characteristic of this type of engine are further reduced andthe construction generally efficient, smoother running and more durableengine. Y

The invention possesses other objects and features of advantage, some ofwhich, with the foref going, will be set forth in the followingdescription of the preferred form of thev invention which is illustratedin the drawings accompanying and forming part of the specication. It isto be understood, however, thatvariations in the showing made by thesaid drawings and description may be adopted within the scope of theinvention as set forth in the claims. l

Referring to said drawings:

Figure 1 is a longitudinal sectional view of the engine of my invention.

v Figures 2, 3 and 4 are transverse sectional views taken on the lines 22, 3 3, and 4 4, respectively of Figure 1.

Figure 5 is an enlarged longitudinal sectional view through a set ofadjacent cylinders, the planes of the sections being indicated by theline 5 5 of Figure 4.

Figure 6 is a cross-sectional view of a cylinder taken on the line 6 6of Figure 1.

Figure 7 is a fragmentary enlarged detail sectional view taken on theline 1 1 of .Figure 6.

The engine depicted in the accompanying drawings consists of acylindrical bank of engine cylinders Il, I2, i3, I4, l5, I6, ll, i8 andi9 provided by a plurality of tubes, marked with the aforesaid numbersII-IB. and supported in parallel coterminous relation in substantiallyequally improved and strengthened to provide a more circumferentiallyspaced relation around and at equal radii from a center axis of thebank. Mounted for reciprocation in each of the cylindersare opposedpistons 2| and 22 provided with longitudinal thrust rods 23 and 24 whichproject axially from the opposite ends of the cylinders into a spaceprovided by pairs of spaced concentric inner and outer casings or shells26, 21 and 28, 29 which partially embrace and extend longitudinally fromthe opposite ends of the cylinders. As a feature of the presentconstruction and as best seen in Figures 1, 3 and 6, the opposite ends3| and 32 of tubes Il l9 are enlarged to define a shoulder 33 around thetube adjacent the ends thereof which engages and interlocks with apressed-out segmental cylindrical portion 34 formed in the adjacent endsof the shells 26 29 to fit around the inner and outer portions of thetube exteriors. The' shells 26 29..and the tubes Il l9 are supported andfixed in the concentric arrangement above described and as illustratedin the drawings by means of pairs of supporting straps 36 31 and 38-39which embrace therebetween the end portions 34 of the shells ,26-29 andin so doing also grip and hold in place the end portions 3| and 32 ofthe tubes. The shape of the straps 36 and 31 may be best seen in Figure3 of the drawings, from which it will be noted that the interiorlymounted strap 36 is preferably continuous in its construction and formedin a sinuous fashion so as to seat and properly support the similarlyformed end of shell 21 and also properly locate the tubes in theircircumferentially spaced relation. The outer strap 31 is preferably madefrom two or more sections which are joined at their ends to provide acontinuous gripping of the engaged end portion of shell 26. Thesesections are also of sinuous form complementary to the form of the innerband 36. Mounted circumferentially between the tubes |||9 and closingthe end space between the shells 26-21 and 28-29, area plurality of llerblocks 4| which are secured in place between the tubes and between theshells by means of a plurality of bolts 42 which extend through thestraps and shells and ller blocks. The filler blocks, as will be seen inFigure 3, are formed with concave end portions 43 which are formed to tclosely against the peripheries of adjacent tubes, and the sides 44 ofthe blocks are also concave to seat the contacting portions of thesinuous ends of the shells. The supporting construction at the oppositeends of the tubes is identical and hence a description of theconstruction at one end, as illustrated in Figure 3, will suffice forboth ends. In connection with the foregoing, it will be understood thata tightening of the bolts 42 and the resultant drawing together of the'strap members at the opposite sides of the shells and tubes, rigidlyholds the assembly in a proper relation of the parts.

A similar type of construction is provided at the outer ends of shells26-21 and 28-29 where the outer shells 26 and 28 are formed with aninwardly pressed reduced portion 46 and the inner shells 21 and 29 areformed with an outwardly pressed enlarged portion 41 to lock in an endclosure and supporting ring 48, which is formed with a reduced outer endportion 49 which interfits with the shell portions 46 and 41. Embracingthe shell portions 46 and 41 are inner and outer straps 5| and 52 whichare clamped against the shells and end rings by means of a plurality ofbolts 53. If,desired, and as here shown, engine mounting rings 54 may besecured to the end closure members 48 to support the engine in the in.stallation with which it is used. As will be understood the shape andform of the mounting members 54 will vary with different types ofinstallations.

Connected to the outer ends of thrust rods 23 and 24 of the pistons areslide members generally denoted by numeral 56 and which are supportedfor longitudinal reciprocation upon bearing or guide blocks 51 and 58carried by the inner and outer shells 26-29. The construction of theslide member and the guides for each of the piston thrust rods is thesame and a description of one of the units will suflce for all. Withreference to Figure 1, it Will be noted that the slide member iscomposed of a plurality of sections assembled upon a center sleeve 59mounted througha radical aperture 6| in the outer end of the thrust rod.Positioned at the inner and outer ends of the sleeves are slide blocks62 and 63 which have stud portions 64 and 66 projecting into theinterior of the sleeve and substantially at base portions 61 and 68slidably engaged upon the guide blocks 51. and 58. Preferably and asshown in Figure 2, the base portions 61 and 68 of the slide blocks andthe engaged sides of the guide blocks 51l and 58 are formed withlongitudinally extending tongue and groove portions 69 so as to corinnethe slide member to a longitudinal move` n ment with respect to theguides. Mounted upon the sleeve 59 between the base portions 61 and 68of the slide blocks and at opposite sides of the thrust rod are a pairof rollers 1| and 12 which are carried on the sleeve for free rotationby means of roller bearings 13 and 14.

As an important feature of the present invention and as best illustratedin Figure 1, there is mounted for free rotation between the outer endsof the slide members 56 and the end clossure rings 48, what may betermed a full floating cam ring 16. This member is mounted substantiallycentrally between and concentric to the inner and outer shells 26-29 andis exclusively supported for rotation at its opiposite ends 11 and 18upon the rollers 1| and 12 of the slide member and a ball end thrustbearing 19 mounted between the cam ring end 18 and the adjacent endclosure plate 48. Preferably, the cam ring end 18 is substantiallyplanar, that is arranged l in a plane substantially perpendicular to thelongitudinal axis of the ring, and is formed with an annular end recess8| providing a seat and bearing race for the bearing balls 19. Theopposed end face of the closure rings 48 are preferably similarly formedwith an annular recess 82 providing a bearing race and support for theopposite sides of the balls 19. The opposite end 11 of the cam ring isundulated to receive the end thrust of the slide members and to convertthis end thrust; into a rotary movement of the cam ring. Preferably inorder to maintain a constant engagement of the rollers 1| and 12 withthe adjacent undulated face 11 of the cam ring, I provide a. roller 83on one of .the slide blocks, here the inner slide block 62 which engagesa shoulder 84 on the cam ring and which follows the undulated form ofthe ring end 11. Since there is a difference in peripheral speed at theradially inner and outer portions of the cam face 11, I prefer toconstruct the inner and outer spaced rollers 1| and 12 of differentdiameter so as to approximately compensate for the different speeds ofthe cam portions engaged by the rollers. Accordingly and as shown inFigure 1, the radially inner roller 1| is of a somewhat smaller diameterthan the outer roller 12. In conformity with this arrangement, theportion 86 of the cam face 11 engaged with the roller 1| is of somewhatgreater longitudinal extent than the portion 81 of the cam face 11engaged with the roller 12. Preferably, the cam [portions 86 and 81 arerecessed and the rollers 1| and 12 are rounded beveled to provide anintertting relation as illustrated in Figure 1. As will be clear fromthe foregoing, the translation of the longitudinal thrust of the pistonrods into a rotary displacement of the cam ring is effected without theintroduction of any strain on the connected parts at right angles to theaxis of thrust. In other words there is provided in the present engine astraight longitudinal alignment of the thrust rods, cam ring and endbearings for the cam ring, whereby all bending or lateral stress iseliminated. As another important feature of the above construction, itwill be noted thatl the slide member, guides, cam ring and end thrust'bearings therefor are a closed chamber which is preferably llecl withall encased within y lubricating oil whereby all of these vital driveparts may run in oil and lubrication problem heretofore encountered withthis type of engine completely eliminated. The oil chamber at the endsof the cylinders ||9 is closed by means of end closure discs 89 fixedwithin the enlarged tube ends 9| and 92 and being formed with an axialopening 89 for receipt of the piston thrust rods 23 and 24. Preferably,a packing nut 9| is carried on the end closures 89 around the thrustrods and the openings 89. f

As another important feature of the present invention, a drive shaft 92is provided outside of the cylindrical bank of cylinders and insubstan-` tially parallel relation thereto and is operatively connectedto the cam rings 19. As will be seen from Figure 1, there is mounted onthe outer casings 29 and 29 adjacent the opposite ends thereof a pair ofbearing housings 93 and 94 which receive and journal for rotation theopposite ends of shaft 92. Preferably the shaft 92 projects forwardlysomewhat from the forward bearing houslng 93 for connection of themechanism to be drlven by the engine. Mounted upon the shaft forrotation therewith within the bearing housings 93 and 94 are piniongears 99 and 91 which project through openings 98 and 99 in the outercasings 26 and 28 to engage and enmesh with ring gears and |02 mountedon the cam rings 19. Lubrication of these gears as well as the shaftbearings 09 and |04 within the housings 93 and 94 is effected by oilcarried up through the openings 98 and 99 from theoll chamber by thepinion gears 96 and 91.

The engine pistons 2| and 22 are as aforementioned mounted in opposedposition in the cylinders for out-of-phase reciprocation therein to andfrom a center dividing ring |09 mounted in the cylinders. The presentengine is designed for Diesel or solid fuel injection and to this end aplurality of fuel injectors |01 are provided and in each instancemounted through the wall of the tubes at the radial inner side thereofand centrally of the tube length so as to project into and through thering dividers |09. The fuel injectors are preferably mounted so as `toinject the fuel diametrically across the opening |08 in the dividerrings |06 and ,upon striking the opposite wall of the ring, the fuel issplit off to the opposite longitudinal sides of the ring.

The present engine is also designed for twopressure is required to openthe-valve, the function of the valve being primarily to seat against theinitial exhaust pressure in the cylinder. On the other hand, exhaustvalve ||1 is operated in timed relation to the movement of the pistonsfby means of a special cam shoulder ||8 on the cam ring 19 -whichengages and displaces a follower I9 which is in turn connected by crank|2| tothe stem |22 of valve ||1, see Figure 1. In this manner as thepistons |2| and |22 clear the-ring of ports |09 at the endof the powerstroke, exhaust valve ||1 opens to discharge the spent products ofcombustion and the initially high exhaust pressure closes check valve||8 in the intake passage. As the exhaust pressure falls to below theblower pressure' feeding the intake air, valve ||9 opens and shortlythereafter exhaust valve ||1 closes under the influence of cam ||8 andfollower H9, whereby the cylinder is charged with air for compression.

As another important feature of the present engine, the outer ends ofthe cylinders and the pistons are designed to Iprovide air compressionchambers from which air under pressure is passed into the combustionchamber of the next adjacent cylinder to provide a super-charging of thelatter. As will be seen from Figure 1 of the drawings, the pistons 2|and 22 are of double ended construction, that is vthe normally skirt endof the piston is closed oil to provide ahead end |23 'facing the outerends of the cylinders. The thrust rods 23 and 24 are preferably secureddirectly to these ends as by threading one end of the thrust rod into athreaded socket provided in the head end |23 of the piston. The outerends of the cylinders being closed by discs 98, an air compressionchamber is thus provided between the closed ends |23 of the pistons andit will be noted that the end discs 88 are each cycle operation and inkeeping therewith a ring |09 of cylinder ports is provided adjacent theouter ends of the piston strokes for obtaining intake and discharge ofair `and gases of combustion. As will be `best seen in Figures 1 and 6,there is formed on the tubes at the opposite longitudinal sides of theports |09, a pair of outstanding annular shoulders which are closed attheir outer faces by a band ||2, thus 4defining an annular chamberaround the ports. Preferably,` each `of the annular chambers is dividedby appropriate partitions into intake and exhaust chambers and suitableintake and exhaust fittings ||3 and ||4 applied thereto. In order toadapt the present engine to the use of a blower for placing the 4intakeair under some initial pressure, I provide suitably operated `valves'lland ||1 in the intake and discharge provided with an air passage |24leading from the inside fa'ce |26 of the discs to the surrounding casing20 or 28 where the casing is apertured to receive an end |21 of a valvecasing |28, the end |21 being threaded into the body of the disc 88 toplace passage |29 of the valve casing in registration with passage |24.Mounted within the casing |28 is spring pressed intake check valve |3|which functions; to admit atmospheric air during the suction stroke ofthe piston `away'frorn the disc 88 and to automatically seat upon returnmovement of the piston to permit compression of the air. Air isdischarged from the valve casing |28 by means of a conduit |32 leadingtherefrom to another valve casing |33 connected to the adjacent cylinderlongitudinally thereof to discharge air into the power chamber of thatcylinder. Mounted within valve casing |33 is a, check valve |34, springpressed to closed position and functioning to admit air from the aircompression chamber to the combustion chamber so long as the pressure inthe former is greater than that in the latter, and automatically seatingto prevent a return movement of the gases of combustion from thecombustion chamber tothe air compression chamber. In accordance with theabove, the undulations on the cam rings16 are so arranged to provide anoperating sequence in the adjacent cylinders such that the compressionof air in the air compression chamber of one cylinder Will lead thecompression stroke in the combustion chamber of the adjacent cylinderby. an amountsuillcient to transfer the compressed air from the aircompression cylinder into the Y der.

connected combustion chamber. The present arrangement using nineenglnecylinders and b. cam ring formation using three sinuous lobes wherebythe pistons move through three cycles of operation during each completerotation of the cam rings, will provide in combination with thestructure above described. a proper operating sequence. However as willbe understood. a different number of cylinders and a differentarrangement of the cam rings may be adapted to effect this purpose. Thesequence of operation provided by the present engine may be followedfromFigure 5. At the outset it will be noted that pistons A in the lowercylinder of the view are just starting the air compression stroke, whilepistons B in the upper cylinder of the view are just reaching the end oftheir power stroke. With the pistons in this position, the aircompression chamber in the lower cylinder is being charged with air fromthe blower, which air enters through the ring of ports |09 in the lowercylinder. Pistons A move to close the ports |09 in their cylinder whilepistons B m'ove to open ports |09 in their cylin- The initial transferof air from the lower cylinder into the upper cylinder is prevented byvalve |341l which functions to prevent the back firing of the productsof combustion from the upper cylinder into the air compression chamberof the lower cylinder and also holds back the air in the lower cylinderuntil a pre-determined pressure has been reached. Further movement ofpistons A start the compression stroke in the lower cylinder whilepistons B return back across the ports in the upper cylinder so as toenclose the combustion chamber in the upper cylinder. However, it willbe noted that the pistons A having a substantial lead over pistons B,equal to approximately the length of ports |09, the air pressure isbuilt up faster inthe air compression chambers than it is in the uppercombustion chambers. As a result there is a trans- -ference of air fromthe air compression chambers in the lower cylinder to the combustionchamber of the upper cylinder to provide a supercharging of the latter.As pistons A reach the end of their stroke and start their returnmovement, the pressure in the air compression chambers immediately fallsand check valve |34 closes to seal in the combustion chamberand at thesame time the drop in pressure in the air chambers causes the intakecheck valve |3| to opento admit a fresh charge of air into the aircompression chambers. The intake stroke in the air chambersin the lowercylinders lead the combustion or power stroke in the upper cylinder bythe amount above noted and the pistons gine 'having a cylindrical bankof cylinders and pistons reciprocally mounted in said cylinders, annularrotary means mounted concentric to said cylinders and operated upon bysaid pistons to translate the reciprocating movement oi.' said pistonsto a rotary movement of said means, a drive shaft mounted outside ofsaid bank of cylinders and 'along a longitudinal axis parallel to theaxis of said bank, and gear means connectingsaid shaft and rotary means.

3. In a barrel type internal combustion engine having a cylindrical bankof cylinders and pistons reciprocally mounted in said cylinders.

annular rotary means mounted concentric to said i cylinders and operatedupon by said pistons to translate the reciprocating movement of saidpistons to a rotary movement of said means, a drive shaft mountedoutside' of said bank of cylinders and along a longitudinal axisparallel to the axis of said bank, a ring gear carried by said rotarymeans. and a pinion carried by said shaft and enmeshed with said ringgear.

move to their first mentioned position, as illus'- trated in Figure 6.

I claim:

1. In a barrel type internal combustion engine having a cylindrical bankof engine cylinders and pistons reciprocally mounted within saidcylinders and having thrust members extending longitudinally therefrom,an end support mounted in endwise spaced relation and in longitudinalalignment to said cylinders, a cam ring mounted between said support andthe outer ends of said members, and end thrust bearings mounted betweenthe opposite longitudinal ends of said ring and said support forjournaling said cam ring and providing with said members thesubstantially exclusive support therefor.

2. In a barrel type internal lcombustion en- 4. In a barrel typeinternal combustion engine having a cylindrical bank of engine cylindersand pistons reciprocally mounted within said cylinders and having thrustrods extending longitudinally therefrom, an end support mounted inendwise spaced relation and in longitudinal alignment to said cylinders,a cam ring mounted between said support and the outer ends of said rods,end thrust bearings mounted between the opposite longitudinal ends ofsaid ring and said support and said outer rod ends for journaling saidcam ring and providing the substantially exclusive support therefor, adrive shaft mounted outside of said bank of cylinders and substantiallyparallel to the axis thereof, a ring gear carried by said cam ring, anda pinion carried by said shaft and enmeshed with said ring gear.

5. In a barrel type internal combustion engine having a cylindrical bankof engine cylinders and pistons reciprocally mounted within saidcylinders and having thrust rods extending longitudinally therefrom, anend support mounted in endwise spaced relation and in longitudinalalignmentto said cylinders, a circular bearing race provided in theradial face of said end support in cylindrical alignment with saidthrust rods, a' cam ring mounted concentrically between said race andsaid thrust rods and in cylindrical alignment therewith, roller bearingmeans carried by said thrust rods and engaged with the adjacentlongitudinal end of said cam ring, and rotary bearing means mountedbetween the opposite'end face of said cam ring and said bearing racewhereby said cam ring is subjected to only 1ongitudinal thrust.

6. In a barrel type internal combustion .engine having a cylindricalbank of engine cylinders and pistons reciprocally mounted within saidcylinders and having thrust members extending longitudinally therefrom,an end support independent of said members mounted in endwise spacedrelation and in longitudinal alignment to said cylinders, an annular camring mounted between the outer ends of said thrust members and said endsupport and journaled for rotation upon the latter, a bearing racealigned with said thrust members and engaging between said ring andmembers, and a pair of rollers carried by the outer end of each of saidthrust members and straddling the longitudinal axis thereof and mountedfor rotation against said cam ring.

7. In a barrel type internal combustion engine aseaoas .and the outerends of said thrust members* and having a substantially planar end faceconstantly supported by said thrust bearing, the opposite end face ofsaid cam ring opposed to said thrust members being undulated, androllers carried by said thrust members in engagement with said undulatedcam face.

members'in longitudinal alignment to said cylinders, a slide memberreciprocally carried by said guide blocks for longitudinal reciprocationand connected rto the outer ends of said thrust rods, said slide memberand said blocks being formed with interfitting tongue and grooveportions confining said slide member to a longitudinal movement, and acam ring mounted between and journaled for rotation on said slide member8. In a barrel type internal combustion engine,

a plurality of tubes deiining engine cylinders, and means supportingsaid tubes in substantially coterminous parallel relation and in equalcircumferentially spaced relation at equal radii about a common centralaxis comprising, pairs of substantially concentric inner and outerstraps adjacent the opposite ends of said tubes between which said tubesare mounted, and means for drawing said straps together for clampingsaid tubes therebetween.

9. In a barrel type internal combustion engine having a cylindrical bankof engine cylinders and pistons reciprocally mounted within saidcylinders and having thrust rods extending longitudinally therefrom, anend support mounted in endwise spaced relation and in longitudinalalignment to said cylinders, concentric inner and outer annular membersmounted in endwise relation to ders and having thrust rods extendinglongitudi-v nally therefrom, an end support mounted in end.. wise spacedrelation and in longitudinal alignment to said cylinders, concentricinner and outer annular members mounted in endwise relation to the endsof said cylinders, radially aligned longitudinally extendingguide blockscarried by said the ends of said cylinders, radially aligned longi andsaid end support.

11. In a barrel type internal combustion engine having a cylindricalbank of engine cylinders and pistons reciprocally mounted within saidcylinders and having thrust rods extending longitudinally therefrom, anend support mounted in endwise spaced relation and in longitudinalalignment to said cylinders, concentric inner and outer annular membersmounted in endwise relation to the ends of said cylinders, radiallyaligned longitudinally extending guide blocks carried by said members inlongitudinal alignment to said cylinders, a cam ring mountedconcentrically between said slide member and said end support and havinga substantially planar end face supported for rotation on said endsupport, the opposite end face of said cam' ring being undulated, and aplurality of rollers carried by said slide member and bearing againstsaid undulated cam ring face. 12. In a barrel type internal combustionengine having a cylindrical bank of engine cylinders and pistonsreciprocally mounted within said cylinders and having thrust rodsextending longitudinally therefrom, concentric inner and outer casingsmounted in endwise longitudinally extending relation from the ends ofsaid cylinders, radially aligned longitudinally extending guide blockscarried by said casings in alignment with said cylinders, a slide memberreciprocally mounted on and between said guide blocks and guided therebyfor longitudinal reciprocation and connected to the outerg ends of saidthrust rods, an end member closing the outer ends of said casings, a camring journaied for rotation upon said end member and operatively engagedby said slide member for translating the reciprocating movement of` saidpistons to a rotary movement of said cam ring, an end closure for said.casings adjacent the cylinder ends thereof deiining a closed chamberadapted for receipt of oil for 1ubricating the above enumerated partscontained in said chamber.

ELBERT E. CHRISTOPHER.

